Marine vessel



MARINE VES SEL Original Filed June 4, 1938 ZSnventor Patented Oct. 21, 1941 MARINE vEss L Marcel de Passy dc Ohimang,j "College Point, Long Island, N. Y., assignor of one-half to Harris Hammond, New York, N, 1

Refiled for abandoned application Serial No. 211,821, June 4, 1938. This application March 27, 1941, Serial No. July 14, 1939 2 Claims.

The invention refers to the construction of ships,;and it consists in uniting a number of features, some of which may already be known or'may be comparable to similar features in known construction of ships, which features however have never been made before of exactly the same nature, nor have they been combined inthe same way, as they are made and combined by me; and the result of this new construction and combination is the creation of a completely new type of marine vessels, which in many respects is far superior to all those, which are known and commonly used.

The marine vessels of my new and improved type combine in an hitherto unknown amount the different advantages, for which different ships, as at present commonly used, are characteristic according to their different uses, to which they are put. The principal ones of these characteristics are the so-called seaworthiness, which includes high buoyancy and steadiness in trying bad weather, for warships under the conditions of a battle, great capacity for carrying loads, excellent accommodations for passengers and for the crew and for the ships service and for the storage of the cargo; further a very small draught and the ability to run in such shallow waters, where no other ships can go, and especially a high degree of safety.

The attaining of such various results is accomplished in my new and improved type of marine vessels bygiving to the vessel such outer shape, which gives due consideration to the different laws of hydraulic as a science in physics, and by combining therewith an inner structure of the vessel, which answers to the requirements of highest economy in utilizing all available space and meeting all requirements, which increase the above said other good qualities of the Vessel or which may arise' out of emergency cases for example out of accidents or of a battle.

To this effect I first of all construct the hull of the vessel, as to its general outer shape,to be streamlined or as having the shape of an elongated drop which is moving in the medium surrounding it; and I do this by giving to the ves sel a somewhat lifted and rounded bow or nose, distinctly out of the water, and by slowly expanding the hull from the nose to the part of greatest Width or beam, comparatively short dis:- tance from the bow, well in the forebody of the vessel, from which frame of greatest width the rear part of the hull converges along gentle streamlines towards the likewise rounded stern of the vessel. The hull is further constructed 385,391. In Great Britain with a comparatively broad, flattened and in its crossssection upwardly 'concaved bottom which bottom forms a kind of tunnel, the same starting at thenose above the waterline and ascend- V ingfrom the place of the largest frame, whilst slowly receding in its depth, in a tapered manner r'earwardly andupwardly towards the end of the, hull; whereas a short keel extends centrally in'the front part of the, said tunnel from the bow to the place of the largest beam only.

' A ship thus constructed will have naturally a very shallow draught, with, a consequently diminished resistance, features of the greatest importance for the maneuverability and as a factor in gaining speed, and enabling the ship to pass through shallows by riding as far as possible on top instead of through the sea.

As to the before mentioned inner structure of the vessel, according to the present invention the hull divided, by bulkhead structures arranged parallel to the sidewalls and to the bottom'of the vessel, into a central or main hull and two ,pont oon like acting side-hulls, (which latter, by other transversal bulkheadstructures,

may again be subdivided) and a double-bottom hull. This arrangement of a multiple hull with separate compartments increases the buoyancy and steadiness of the vessel, thus contributing largely to the s'eaworthiness and great safety in case of accidents. At the same time it offers excellent accommodations for the storage of fuel and'fof cargo, and for other purposes. In particular some parts or compartments in the two side-hulls are used for storing there the lifeboats in closest proximity to the cabins of the passengers and of the crew, and through bulkheadrdo'ors or covered openings in the outer walls of the ships hull the lifeboats can be low- ,ered easily to the water by means of automatically operated beams and pulleys; all those fea-- tures adding greatly to the safety of the people in ,the vessel. Furthermore the side-hulls compartments can 'be utilized as covered or open promenade decks.

1. In order to make the nature of the new and improved vessels according to the present invention completely clear, there has been shown in the drawing, as an example, its embodiment in a larger ocean-going vessel with several decks for transportation of passengers and of cargo; whereby in this drawing Figure 1 is a partly sectioned side-elevation; Figure 2 is a horizontal section, which for the upper half of this figure gradually in rearward direction on to the stern 13 of the vessel, which is likewise rounded. The hull of the vessel, by reaching its deepest draught at the end of the forebody, as it has been said before, and then gently sloping upwardly in the rearward direction, has therefore the streamlined form, which an elongated drop takes, when moving quick in its surrounding medium. The bottom I4 of the hullis comparatively broad and fiat, but with an upwardly concave cross-section, so as to form a kind of tunnel l5, which extends from the bow to the stern of the vessel. Thefront end of this tunnel is well above the waterline. From about the frame of the deepest draught on, the tunnel, whilst rising towards the rearward stern, is getting gradually flatter, to the eiiect, that during the movement of the vessel the water, which had entered at the front end of the tunnel, is at the rear part of the vessel gradually and quickly partly discharged to both sides of the vessel, which accounts for the smooth and eddyless running of the ship without showing hardly any wake-disturbances. At all crosssections of the vessel the lowermost corner edges it of the bottom have a shorter distance from one another than the largest beam at the same cross-section, as this can be seen clearly from the Figure 3, and further these corner edges [6 of the tunnel are of rather sharp form, in par ticular on the front end of the channel and on the forebody of the vessel. By virtue of such form these edges, bordering the tunnel act like two sharp keels, will out well into the water without resistance and will keep the water well within the tunnel, increasing thus the speed and the steadiness of the vessel, especially when mov ing at high speed. In'order to avoid shocks and heavy pitching when plowing into high seas, there is arranged on they forebody of the vessel, starting from below the bow-portion and con trally within the middle of the tunnel, is mounted a low, narrow and comparatively'short keel H, which prevents the pounding of the ship by having a curved shape, tapering slightly forwardly and rearwardly, and terminating at about the place of the largest frame of the vessel.

The drawing shows further, how in the inner construction of the ships hull the consideration for the described outer shape of the hull is com-- bined with the considerations for the greatest possible strength and for the most favorable utilization of the inner space of the vessel. This is done by the following subdivision of the ships hull: Approximately parallel'to the outer walls and to the bottom of the vessel are provided bulkhead structures I8, [9, forming partitions, which subdivide the ships hull into difierent parts, namely a central or main hull 20, the sidehulls 2i and a double-bottom hull 22. These different parts form actually a number of more or less separate individual hull-units, although the outer contours of the vessel seem to indicate only one single normal ships hull. Out of the number of these subdivisions the double-bottom hull and in particular the two side-hulls act in a pontoon-like manner, increasing considerably the buoyancy, strength and seaworthiness and safety of the vessel. But at the same time these bulkhead structures facilitate the allotment of the different parts or portions of the vessel to difierent uses: The double-bottom hull and the lowermost parts of the side-hulls may be used mainly for the storage of fuel and of cargo, and partly as quarters for the ships crew. The illustrated example shows several horizontal divisions, of which the lowermost bulkhead structure l9 serves as the boiler flooring and engine deck. The next higher horizontal division may be called the lower deck 23; then comes the main deck 24; thereafter the upper deck 25; and the uppermost one is the top deck 26; but it is evident, that the number anduse of the decks may be varied according to different sizes and to the different characters of the ships. Itis further evident, that in the "framework of the vessel some of the vertical frames 'are completed-to form vertical walls, which subdivide the decks into different compartments. it has been said already above, the side hulls and the decks are subdivided by partitions with watertight doors into a number of small com- I indicated in a diagrammatic manner, to illustrate the principle), and'bybulkhead doors or covered openings 29in the outer sidewalls of the ships hull the lifeboats can be lowered easily to the water, which arrangements add greatly to the safety of the people in the vesselp'In real warships and in otherships fitted for emergency war service some other compartments or parts of the side-hulls may contain machineguns and cannons. In all the decks the sidehulls, especially from the main deck upward "are further arranged to form gangways, some parts of which are preferably widened to form covered or open promenade decks. I

From the figure showing the cross-section of the vessel it will be seen further, that the double-bottom hull is divided by a so-called boxkeel 30, which extends along the longitudinal axis over the whole length of the vessel, which box keel is preferably built into the double-bottom hull up to its full height, and is inserted between the different frames, which construction of the box-keel adds greatly to the strength of the vessel. In larger vessels even several such boxkeels may be arranged, either. side by side, or parallel to one another with some distance between them. Q It is evident, that the invention is not limited to the illustrated and :before described construction, but it may be varied'as to its structural 'de tails within the scope of the following claims, as the different conditions of'diiferent; ships make such changes advisable; f

Having thus described the nature of my invention, and the manner in which'it maybeperformed, I now declare,,what I claim,,is as 'follows: 1. A marine vessel, having'a rounded bow and a rounded stern, arranged both well above the water line, and having its largest frame at about the end of the first quarter of the vessels length and the place of the deepest draft well inthe Furthermore as forebody of the vessel, and further having side walls slightly outwardly bulging and converging longitudinally from the place of the largest frame towards both ends and merging in streamlines into the bow and into the stem, the bottom wall of the vessel being provided on its whole length with an upwardly concaved longitudinal tunnel, which tunnel extends from a place well above the water line on the bow to a place above the water line on the stern and which tunnel from the place of the largest frame of the vessel tapers with slowly decreasing cross-section rearwardly and upwardly towards the end of the vessel.

2. A marine vessel as claimed in claim 1, in which the bordering edges of the turmel in the bottom-wall have at all cross-sections of the vessel a, shorter distance from one another, than the points of largest width in the frame at the same cross-section, and in which vessel further the,

comer-edges of this tunnel at the front-end of this tunnel are of rather sharp cutting form, and from the place of the largest frame towards the after-end of the vessel the corner edges of this tunnel are flattened out more and more to rounded contours.

MARCEL DE PASSY DE CHIMANG. 

